May 20 2004

NETCONG Station Area Transit-Friendly Design Study ACKNOWLEDGEMENTS

New Jersey Transit would like to acknowl- edge the hard work of the residents of Netcong, Preiss Philips Shapiro and Associates, whose commitment of time and energy at Redevelopment Plan Consultants the several community design sessions pro- Ken Bowers, Principal vided invaluable guidance for this project. In addition, New Jersey Transit would like to Development Feasibility Review acknowledge the following individuals. Joel Schwartz, Principal, Landmark Properties David Trager, Chief Investment Officer, New Jersey Transit Transit-Friendly Planning Woodmont Properties, LLC Assistance Program Steve Ludlow, Hovnanian Kim Peterson, Project Manager R. Nagler, Developer Ken Snapp, Director, Passenger Facilities Planning Vivian Baker, Project Development Planning Wendy Molner, Community Relations

Borough of Netcong Nicholas Pompilio, Mayor Marvin Joss, Borough Administrator Greg Keller, Council President Jim Nametko, Councilman Pat Butler, Councilwoman Jim Arbolino, Councilman Elmer Still, Councilman Cissy Laureys, Councilwoman Wayne Anthony, Planning Board Tom Pettineo, Planning Board William Koster, Planning Board Ted Dunn, Planning Board Attorney Leigh Ann Van Hagen, resident

Regional Plan Association Robert Lane, Project Urban Designer

Design Team Colin Cathcart, Principal, Kiss + Cathcart, Architects David Kooris, Planner Robert Lane, Director, Regional Design Program Alex Rivillas, Model Maker Jeff Ferzoco, Senior Designer

2 Acknowledgements 4 Introduction

10 Context and Planning Framework

13 Preliminary Design Studies

18 Proposal

30 Implementation

Netcong Station Area Design Study 3 PB

INTRODUCTION

About the Transit-Friendly Planning Assistance growth policies for the last decade. For munici- Program. The historic town of Netcong, located palities such as Netcong, station area plans help in Morris County, New Jersey was selected refashion master plans and zoning ordinances, to participate in New Jersey Transit’s Transit and can serve as the foundation for a site-spe- Friendly Planning Assistance Program. The pur- cific “redevelopment plan” which in turn can pose of this program is to offer planning and attract and guide developer interest in a man- design assistance to those communities with ner that is complementary to the existing context underutilized or vacant land in close proxim- and meets the future needs of the municipality. ity to a transit facility or station that could be The benefits of this approach are many: these transformed by new, mixed–use development. plans serve as a catalyst to jump start or support This program provides the necessary expertise to other revitalization efforts within the down- help interested municipalities craft a transit and town and encourage people to reinvest in their pedestrian-oriented master plan or “station area businesses, storefronts and the surrounding neigh- vision” for the targeted redevelopment area. borhoods. This results in an increase in property These kinds of developments go by differ- values and rateables in a manner that requires fewer ent names: “Transit Villages,” “transit friendly infrastructure investments than typical sprawl type designs”, or “Transit Oriented Developments” developments. These developments also serve as (TOD’s); but what they all share is compact devel- key gateways to the town and beacons for the com- opment that mixes uses within buildings and munity. For New Jersey Transit and other transit parcels, often with retail on the ground floor and agencies throughout the country, these “station offices or residences above. This is enhanced by area plans” and transit oriented developments are layering in a rich mix of public amenities (i.e. pub- viewed as a means to leverage the public invest- lic plazas, open space, art, benches, street trees,) ment of the transit facility and bus/rail service into that are aimed at enhancing the quality of the liv- a community asset, thereby strengthening the bond ing, walking, cycling and transit environment. What between transit and the host community. TODs are distinguishes these types of developments from a wonderful way to capture new transit ridership ordinary in-fill projects is that they are designed to without the burden of providing additional com- encourage and support more pedestrian and transit muter parking facilities. TODs are also good smart activity and reduce dependence on the automo- growth tools as envisioned by the New Jersey bile. Research has shown that this type of housing Office of Smart Growth. Specifically, in-fill devel- is often rented by young, urban professionals who opment helps mitigate a number of problems which desire proximity to mass transit and who may both are particularly prevalent in the dense state of New live and work within their homes. Recent trends Jersey – traffic congestion, incessant sprawl, and the indicate that “dot-com” type businesses are seeking need for affordable and less maintenance-intensive upstairs locations next to train stations in vibrant housing within close proximity to mass transit. downtowns which offer a host of amenities such as delis, pubs, clothing stores, print and copy shops. Netcong and Transit-Oriented Development This allows them access to customers, their homes This report summarizes the planning and design and places to shop and eat without using a car. exercise for the Netcong Station Area that began Transit and Pedestrian Oriented Development in June of 2003. In Netcong’s case, the munici- is proven to be a win-win-win situation for the pality requested professional consulting services host community, NJ Transit and the State of to explore the redevelopment potential of an New Jersey, which has been advocating smart area south of the train station behind their

1930: Main Street

Introduction Main Street. NJ Transit felt that partnering with With this in mind, NJ Transit brought on the Netcong made sense for numerous reasons: Regional Planning Association, (RPA), a non-profit Netcong has always been a “transit village” planning, urban design and advocacy organiza- in the sense that it grew up around the extension tion to lead this effort. RPA recognized that of the Morris and Essex Railroad which enabled Netcong is fortunate to have several cultural, workers, residents and goods to travel back and economic and natural assets they can draw on forth to towns along the rail line. In addition, – such as the Growing Stage Theater located at Netcong, other state agencies, and the private the head of Main Street, adjacent to beautiful sector have been investing heavily in the revi- Lake Musconetcong which serves as a recre- talization of Netcong’s downtown as evidenced ational resource for the community. Economically, by the new streetscape and façade improve- Netcong is blessed with a variety of good, tradi- ments and the influx of new cafes and businesses. tional “mom and pop” type convenience stores and Netcong also has remained a historic and charm- restaurants which attract locals and out-of -towners ing place and has all the elements that contribute to the Main Street district. This serves as a firm base for expanding retail activities along Main Street and in the redevelopment area once a market for new Netcong Station businesses is easily supportable by the new devel- opment. And with the proposed addition of a State Transit Museum within the station building, tour- ism is likely to surge within downtown Netcong which can then attract and support new business development. In the short run, the station has been leased to a local restaurant. This type of station rehabilitation has contributed to the lively spirit of the downtown in other municipalities where this has occurred. The design concepts shown here take all of these assets into consideration and support the goal of rejuvenating the downtown by using the train station as a catalyst for new development.

to the success of a new transit oriented devel- The Planning Process During the course of the opment: underutilized land around the station, planning effort, the Borough hosted several com- a diverse and attractive Main Street, supportive munity design workshops with Regional Plan government and constituency, and a traditional Association acting as facilitator. Local stakehold- neighborhood development pattern that encour- ers, including property owners impacted by future ages walking, cycling and transit use. This is redevelopment of the targeted area were invited despite the fact that it has had to compete with the to these lively workshops to share their views on region’s growing dependence on automobile-ori- important planning issues as they relate to the ented developments such as regional malls and new development of this area as well as to gage their gated communities. Finally, Netcong’s leadership response to several draft alternative design concepts wisely recognizes that their future and continued prepared by RPA. In other towns NJT and RPA prosperity depends on celebrating the special qual- have successfully used this kind of process to build ity of the Borough as an historic town center. consensus around vital community-based vision

Community Design Workshop

Netcong Station Area Design Study 5 PB

plans. Based on input from the stakeholders at these plan must rezone this area to allow for a vari- meetings the concepts were revised. These con- ety of uses including medium density housing. cepts are presented within the body of this report. The Vision The fundamental basis of Netcong’s The Station Area Redevelopment Study At vision is that any new development around the the same time that this effort was underway, the train station should not only exploit the train sta- Borough initiated an official redevelopment study tion as a transportation resource, but also serve as for the larger station area to ensure that the future a source of civic pride and be the linchpin for the development of this area is done in a manner that redevelopment effort that strengthens the Borough. reflects the results of this visioning process. In To that end, emphasis has been placed on creating New Jersey, municipalities can gain additional a new neighborhood that is completely integrated control over development by declaring a desig- with the existing Main Street fabric and the natu- nated area an “Area in Need of Redevelopment” ral resources that define the area. More specifically, if it can be shown that the area is “blighted” and all preliminary and final studies create a new street that private market forces are not sufficient in and and block network on land that is currently fal- of themselves to improve the area. It enables the low enabling incremental development that is in municipality to create a comprehensive and coor- tune with the scale and character of the rest of the dinated plan that goes beyond the basic scope of Borough. This design approach has minimal impact the NJ Municipal Land Use Law. The adoption of on existing surrounding uses. The blocks and a redevelopment plan gives the municipality con- streets are organized around a system of greenways trol over what gets built and how it should look that connects the station area, Furnace Pond and rather than having the private sector dictate the the Main Street district. The community views this terms of the development. The redevelopment plan area as appropriate for medium density, residen- should include specific goals and objectives and, tial development and townhomes, which are likely outline more appropriate zoning and urban design to attract young, dual income professionals and controls as envisioned by the enclosed concept empty nesters who seek less maintenance-intensive plans. These should guide developers when they housing within close proximity to mass transit and respond to requests for proposals. The importance a “Main Street” setting. While many municipali- of adopting a redevelopment plan is evident by the ties shy away from this type of housing, the good number of developers that have expressed inter- news is that Netcong has articulated their desire to est to the Borough and NJ Transit. Any request see an influx of new, young families who will make for proposal package prepared by the munici- their roots here, keep their community growing and pality should include a copy of this report. encourage the renewal of the downtown business In Netcong’s case, the Borough has decided district. This supports the notion that the redevel- to declare the area from Main Street to Furnace opment area should be planned and zoned as an Pond including all properties facing Bank Street as integrated neighborhood allowing for a variety of the area with the greatest redevelopment potential. housing types, and income levels, and should not As stated above, this area comprises several vacant become just a private enclave for luxury housing. parcels of land on the south side of Bank Street While the development program shown here and several industrial properties on the northwest is predominately residential due to the reali- side of Bank Street whose owners have expressed ties of the current market place, there are also an interest in relocating their businesses elsewhere areas that can accommodate retail and office uses at some future date. The north side of Bank Street if they prove to be more viable in the future. to the edge of Furnace Pond and the new Kings These include the areas around the redesigned sta- View development is considered part of Phase II. tion parking area and ground floors of residential Much of the land in both phases is zoned industrial buildings that face Bank Street. Office develop- and is controlled by two landowners – Quirk and ment would be appropriate for key parcels close to Compac Industries. In order for the community’s Main and Bank Street. Also included is a proposal plan to move forward, the adopted redevelopment for a new community facility to be located on the

Introduction PB

Netcong: Main Street Pedestrian Improvements

southern edge of the targeted redevelopment area. sit-friendly design study as well as the This was identified in the workshops as a desir- redevelopment study, the Borough leadership able land use element to serve the growing needs has seized the initiative, and is not simply react- of children, teens and seniors in the community. ing to what developers want, but projecting what Parking strategies maintain NJ Transit’s the Borough wants the future to look like. long-term capacity to serve existing and future commuters who utilize mass transit to access work or other destinations along the line. These commuters are also viewed as essential to the con- tinued and future growth of the business district for they often spend dollars on goods and services within Netcong. Future retailers or small com- mercial businesses will look to this segment of the market to determine whether or not to locate here. Commuter parking lots also are viewed as an asset for the community because in the evenings and on the weekends these spaces are available to serve the nearby restaurants and retail estab- lishments. Other communities have utilized the parking lots to host farmer’s markets and special events (spring and fall festivals, concerts, etc.) in the evenings and on weekends. The new restau- rant within the station building will greatly benefit by having parking available for patrons. Once the proposed Transit Museum is up and running these lots are also available for visitors to the area. In sum, by undertaking both this tran-

Next Page: the model

Netcong Station Area Design Study 8 9 CONTEXT AND PLANNING FRAMEWORK

Lake Musconetcong

Redevelopment Downtown Area NJT Rail

Station Rte. 46

Rte. 80 N Regional Context

Current Planning in Netcong Netcong has been ing the addition of a traffic signal to allow for safe proactive in undertaking and implementing sev- pedestrian crossing at Route 46. Route 46 will also eral other planning, design and construction efforts be slightly widened and new drainage improve- which can be seen in the before and after pictures ments added to eliminate the buckling of the tracks. of Netcong’s Main Street from Route 46 north to Another significant undertaking is the removal Lake Musconetcong. More specifically, recently of the traffic circle near the busy intersection of dollars have been spent on the design and con- Routes 46 and 183; and the reconstruction and struction of new streetscape improvements along heightening of the bridge over the tracks to allow Main Street. This includes the addition of new for the addition of caternary wires if, and when this traffic calming measures such as extended curbs/ portion of the rail line becomes electrified. With the bump-outs at key intersections, and the installation addition of streetscape amenities, including deco- of brick pavers, curbs, decorative lights, benches rative lighting and trees, and other architectural and landscaping. “Downtown New Jersey”, a treatments at this intersection of Main and Route not-for- profit organization that helps munici- 46 the train station area can be viewed as a promi- palities throughout the state assess the economic nent and attractive gateway to the downtown. and physical condition of their business districts, was instrumental in recommending these beauti- Regional Context Netcong benefits from two fication efforts. They also conducted an audit of transportation resources that together make Main Street and recommended that Netcong posi- Netcong a very well connected place: the railroad tion itself as a “Regional Center.” The Downtown and the highways, in particular, the easy connec- New Jersey study was used to help establish a tion to Route 80. In fact, while there is no question new Business Improvement District for Netcong that the rail station adds value to the community, and served as a jumping off point for the RPA-led regional highway access has a more significant visioning effort. Consulting firm, T& M Associates, impact on the potential redevelopment of the area. was hired to provide the necessary design and engi- Highway access serves the majority of the popula- neering drawings for these improvements. One of tion that does not need transit access. The highway the key elements of T& M’s plans was the recom- also enables connections to the larger commercial mendation to create a park at the northern end of developments along the Routes 46 and 80 corri- Main Street, across from the lake and theater, that dors, including the office and international trade can serve as a key gateway and gathering place for zone developments located in Mount Olive. To the community. These plans are being implemented. the extent that Netcong can become a destina- Netcong has also been working closely with tion in its own right, this is enabled primarily by NJ Department of Transportation (NJDOT) and the excellent location adjacent to the highways. RBA, another architectural and engineering firm on In terms of landscape, Netcong encompasses several major road and bridge improvements in the much of what is recognized as the suburban area. One of the particular concerns has been the landscape in transition: there are traditional amount of traffic congestion, vehicular/pedestrian neighborhoods as well as newer multi-family conflicts at the Route 46/Main Street intersection developments; there are new highway-oriented and drainage problems that cause the train tracks to commercial developments as well as beautiful natu- buckle during storms. Plans call for the elimination ral resources in the form of Lake Musconetcong, of the traffic triangle at the intersection of Main and the Musconetcong River, and a larger swath of for- Route 46, and the realignment of the roads includ- ested land located between Route 80 and the lake.

10 Context Planning and Framework Station Area Planning Framework This diagram summarizes the major influences that any proposal for the station redevelopment area should respond to:

1 Station Area as a Gateway and Anchor: The station area should be seen as both a major gateway to the downtown and com- munity and as one of the two nodes that anchor Main Street, the other being the intersection with Ledgewood Avenue. This intersection is already Furnace the subject of several planned improvements, Pond 3 including a proposed new community park, men- tioned above, which has excellent views of the Lake and connects to a future Musconetcong

Ledgewood Avenue River Greenway. In fact, there is a potential loop et Stre between these two nodes, the edge of Furnace Main Pond and the station redevelopment site. 2 2 Two Major Connections to the Site There Flanders 5 are two primary links from the site to the surrounding context: from Main Street in the area 4 2 of the existing parking lot and from Jenny Lind Rail Line Street. The Main Street connection is encumbered by the traffic associated with station area parking 1 and the significant Main Stree/Route 46 intersec- R te Netcong . 4 tion. The extension of Jenny Lind Street into the Station 6 site builds on the Borough’s conception of this as a corridor for future development, already anchored by the new senior housing at the north end of Jenny Lind Street. The exact geometry of the Jenny tion to the existing industrial buildings located along Lind Street/Bank Street intersection will have to Love Lane. While in the long term these properties may be determined through more detailed studies. be redeveloped, all of the preliminary design studies assume that the owner of one property (Quirk) can be 3 The Furnace Pond Greenway Part of the persuaded to consolidate the outdoor storage and truck intermediate and long term planning for the parking to provide a pedestrian easement from the rede- area includes a Musconetcong River Greenway. velopment area to the edge of Furnace Pond in order In Netcong, this greenway will parallel the east- to get access to the Pond and greenway in Phase I. ern edge of Furnace Pond. This greenway is part of a larger network of complementary bicycle 5 Main Street Main Street should remain the spine and pedestrian improvements planned to connect of the town center. Station area plans should be Netcong with the adjacent communities including in the context of continued revitalization along Main the addition of new sidewalks along Allen Street Street with new contextual, mixed use, infill develop- and shared roadway improvments along Bank ment occurring where opportunities exist. Currently Street and Waterloo Road, as well as an exten- many of the commercial/retail establishments are sion of the Morris Canal Greenway. This trailway housed in one-story structures because the original system will incorporate the Stanhope Beach area turn- of- the-century historic buildings were torn down by the Dam. There is also a plan by the Boroughs and replaced with non-descript post World War II style of Stanhope and Netcong to complete the High commercial structures. Historic photos of Netcong’s Point to Cape May pedestrian/bike trail that passes Main Street shown during the workshops confirm through Netcong along Route 183. Any new devel- that the original structures were multi-story, buildings opment in the station area should in some way with convenience goods and services at street level and make a connection to the greenways. apartments above. This type of joint use encourages pedestrian activity at different times of the day, inhibits 4 Edges The logic for making Main and Jenny crime, and creates a lively and vibrant Main Street envi- Lind Streets the primary access points to the ronment. This in turn supports the merchants, while redevelopment area is that the edges of the site are providing an opportunity for more affordable housing otherwise well-defined. These edges include the in Netcong. In the short run, zoning and building codes small residential enclave along Flanders Road to the should be updated and perhaps a redevelopment plan west, the railroad embankment and several homes adopted for Main Street to ensure that infill develop- located on Ikes Lane to the north, and the retail ment or restoration of an existing structure promotes and commercial storefronts located at the intersec- building a two or three story structure with the ground tion of Bank and Main Streets. floor designed to house small shops and eateries. The In the intermediate term, the industrial proper- upper stories should be zoned to allow for residen- ties (Quirk or Compac) between Bank Street and tial, and small professional offices. Large windows that Furnace Pond should provide direct pedestrian face out onto the Main, Maple and Bank Streets should access to Furnace Pond and a more robust connec- be mandated to promote strolling and shopping.

Netcong Station Area Design Study 11 Major issues raised by the Stakeholders “What is the mix of uses?” The Borough under- stands that the strongest market demand is for “Enhance and expand the retail base” The residential development, and that housing will be Borough leadership has expressed a strong desire the predominant land use built in the new district. for new retail and small office buildings that would However, true transit-oriented development rec- complement the existing businesses on Main Street ommends the inclusion of other land uses such and bring new daytime users to town. The best as retail, parks, and offices to encourage vital- opportunities for this are around the re-designed ity at different times of the day, and create more station plaza and along Bank Street. Because of sustainable rateables. Thus, the Redevelopment the change in elevation from Main Street to Bank Plan should include zoning that allows for a range Street, the lower floors of the buildings facing of uses and encourages flexible building con- Bank Street can contain retail uses with park- figurations that could accommodate increased ing behind and offices or residential above. demand for retail and office uses in the future. A concern has been raised by some merchants that additional competition from new retail estab- “Whom are we building this for?” The Borough lishments could hurt existing businesses. However, and the stakeholders have expressed the desire to research from other TOD and Main Street districts build a balanced, mixed income community and nationwide has shown that a new influx of spe- the plan should not create just an exclusive enclave cialty retail and restaurants actually attracts new for upper income people. Although research has patrons to the area which has a positive spill-over shown that these types of infill developments often effect on existing establishments. Other short term attract prosperous, dual income young profession- recommendations for the district include the addi- als, and empty nesters looking to rent or downsize, tion of café style outdoor seating areas in front of there is an understanding that the Borough will the eateries along Main Street and sidewalk signs seek to attract developers who are willing to mar- and a directory which lists the types of Main Street ket to a range of income levels and household establishments located within Netcong. In this sizes. On the other hand, it is important to real- way, Netcong can become an immediate destina- ize that an influx of upper income people can have tion in its own right and compete with the malls. positive impacts on Netcong where the residents The downtown merchant association (BID) should are aging and many children have grown up and seek to bring in a more balanced mix of businesses moved elsewhere. The governing body realizes that in the immediate future (children’s toy, bookstore, an influx of population, including young families cyber café, etc.) that would encourage daytime will help to revitalize and stabilize the commu- and nighttime use. A comprehensive retail strat- nity, support the tax base and schools, raise real egy should be a focus of the BID which could estate values, and increase retail demand on Main inform and enhance the overall revitalization plan. Street. Thus, achieving a range of housing types on the site at a variety of price levels should be part of the developers’ obligation in the RFP package.

Other Considerations At the stakeholders work- shops the following issues were raised by the participants: • Provide a space for teenagers. • Consider making Bank Street a one-way street to avoid safety hazards and reduce traffic. • Adapt and re-use the viable older industrial build- ing that straddles the Musconetcong River. • Consider the incorporation of the larger county greenway proposals to connect Stanhope with Netcong and the other surrounding towns. Reach out to neighboring Stanhope to make sure that each towns’ revitalization efforts are coordinated and mutually beneficial. • Provide a common parking area for merchant use. • Consider upgrading and improving the appear- ance of other properties in the area, particularly on Mashpee Commons: Neo-Tradition “Mainstreet” Development Route 46 (i.e. Shoprite property and parking lot across from it). 12 Context Planning and Framework 13 This planning and design process began by presenting three concept propositions for the Borough stakeholders to respond to. These were presented to elicit a response from the community as to preferences, concerns, etc. All three are quite concep- PRELIMINARY tual, but are a realistic representation of three attitudes toward the site. None of the DESIGN PLANS schemes is really complete in and of itself. Concept 1 Station Plaza Major Organizing Idea This proposal is orga - Station Setting This plan creates a new large nized around a diagonal connection between two open space plaza that is framed by buildings of new public spaces – one next to the station and which the Train Station Building is the featured one at the intersection of Jenny Lind Street and structure. The scale of this space would be appro - Bank Street. The idea is to create a public plaza priate as a setting for the demonstration track to that could serve as a new public square in town house special rail cars if Netcong should become an – a gathering place and gateway to the town. This integral part of the proposed State Transit Museum. helps to structure the land uses adjacent to it.

Phase I plan Phase II plan

Furnace Pond

Main Street

Station

Perspective Sketch Organizing Diagram

14 Preliminary Design Studies Concept 2 Boulevards Major Organizing Idea The new buildings are Station Setting This plan creates an intimate organized around the intersection of two new bou- space between the station and Main Street. The levards, which are illustrated here as narrow, linear station is part of an ensemble of new main-street- parks bounded by roads with on-street parking. scale infill buildings that complete Main Street up The two boulevards are orientated to respond to to the newly configured Route 46 intersection. the two existing, major connections - Main Street and Jenny Lind Street. New infill development is proposed at this southern end of Main Street.

P h a s e I p l a n P h a s e I I p l a n

Perspective Organizing Diagram Sketch

Netcong Station Area Design Study 15 PRELIMINARY DESIGN PLANS Concept 3 Central Park Major Organizing Idea Create a major Station Setting This proposal creates a park- park space that extends from the edge like setting for the train station making the station of Furnace Pond to the station. building the visual terminus of the “central park”.

Phase I plan Phase II plan

Organizing Diagram

Perspective Sketch

16 Preliminary Design Studies Concept 2 PLAN DEVELOPMENT

In general, all three concept plans were well density compact development within the State of received by the stakeholders. The second proposal New Jersey. Through this process, two key bench- – the creation of two new boulevards- seemed to marks were established by the developers: be favored by the group. In part this was because the Borough was concerned that they would not First, in order to pay for the cost of the land, be able to pay for or maintain the large amounts of infrastructure improvements, new buildings park space shown in the Central Park (3rd) con- with enclosed structured parking and the asso- cept; and because the primary access to the station ciated “soft costs”, a minimum density of 32 depicted in the Station Plaza (1st) concept may be dwelling units per acre – or approximately 250 too close to the Main Street/Route 46 Intersection. housing units in absolute terms would be neces- To test the viability of these ideas, Concept sary for developers to build in this location. 2: Boulevards – was further developed at a larger scale, and in more detail and presented Second, they pointed out that there was an oppor- at the second community design workshop. tunity for shared parking with the commuter While overall it was favorably received, stake- lots which would cut development costs substan- holders raised several important deficiencies: tially. In other locations, a portion of the tenants commute to places within the region that are not • The proposal was too “inward looking”: The accessible by train, thereby allowing their spaces illustrative plans should show more of the con- to be freed up during the day for rail commuter nections from the redevelopment area to the rest use and vice a versa on evenings and weekends. In of the Borough and to Main Street specifically. denser locations, closer to the region’s core, shared • There are not enough buildings front- parking can reduce ratios to 1.5 cars per unit or ing Bank Street. Bank Street should be less. Unfortunately, in a more remote location like better defined. To the extent that the mar- Netcong, the feasibility of this shared parking is ket will support it, Bank Street should be reduced because the peak morning commuting a commercial extension of Main Street. hours are much earlier (5:30 – 7:30am) due to the • The proposed residential buildings length of the trip to New York City from this loca- appear too bulky: More attention should tion. A new resident who lives in this development be paid to the massing of the structures. and travels to a job somewhere in the region via car • Vehicular circulation to and through the will probably leave later. The same holds true in the development needs to be easier: There are late afternoon and evening when persons return- several opportunities for direct connections ing from work might see their space is not available that should be considered. Maintaining Bank because the rail commuters have not yet vacated Street as a two way street is not safe or real- that space. For these reasons, a recommended park- istic with this amount of traffic in this area. ing ratio of approximately 1.75 cars per unit or The sight distances from the top of Bank about 330 cars for the medium density develop- Street are difficult for the motorist given the ment. This is a conservative but significant and change in elevation and location of build- important reduction in the total number of spaces ings on both corners at this intersection. provided. The town homes are likely to have their own dedicated spaces in rear lanes. The remainder These issues were examined and the plans of spaces can be made up with the allowance for were revised to reflect the feedback received by the on-street parallel or diagonal parking in front of the stakeholders. To test the viability of this type of new buildings. With proper signage and permit sys- development from the view of potential developers, tems these spaces could be reserved for use by local RPA also consulted with several developers who area residents and short term patrons to the area. have a proven track record of building medium

Netcong Station Area Design Study 17 PROPOSAL

Final Proposal

6 Furnace Pond

4 t ee B tr an S k S nd t. Li 5 y nn Je Greenway

Park St. Main Street (proposed) 3 2 Jenny Lind Blvd. (proposed)

Road

Flanders Station Road

1 Ma pl e A ve. 1 Netcong Station 18 Final Proposal

Overview Major program elements of the Phase 1 Jenny Lind Boulevard and the proposed Park Street The following pro- redevelopment and pedestrian greenway posal addresses all of the concerns 1 A redesigned Station Plaza Parking 3 A reinvigorated Flanders Road raised in the ear- would be rationalized and landscaped with Neighborhood New single family homes at lier meetings. shrubs and trees to create shade and a more attrac- the western edge of the redevelopment area create a tive lot with more clearly articulated, landscaped smooth transition to the Flanders Road area where pedestrian walkways to/from the train station and property owners would be allowed to build new through the development area (“parking in the accessory units. park”). This plaza, properly designed with seat- ing, trees and small tables, could be used for passive Major Features of the Phase 2 activities such as seating, reading, and socializing. redevelopment The Station Plaza will be lined with new commercial uses that can spill out onto widened 4 Redevelopment of the industrial sidewalks around the edge of the parking area. properties that line the northern edge of Existing businesses would expand at this end of Bank Street. Main Street and open out onto the Station Plaza. 5 Creation of two new blocks of medium 2 A new neighborhood This consists of density mixed use development in the area two to three story medium density residen- currently occupied by Quirk Moving. Again, some tial buildings on appropriately sized blocks and of the buildings facing Bank Street may contain organized around the intersection of the proposed ground floor storefronts 6 Adaptive re-use of the old industrial build- ing that straddles the Muscanetcong River between Furnace Pond and Bank Street.

Netcong Station Area Design Study 19 Interestingly, the final proposal draws on the Secondly: The diagonal makes it possible to strengths of each of the three original test pro- incorporate the existing drainage course and stand posals. Essentially it is organized around the of mature trees which transverses the site pro- intersection of two axes, in much the same way viding a significant amenity that supports new that the Boulevard Concept (#2) was, how- development here. This allows for the extension ever, in this proposal a significant change is of the greenway from the edge of Furnace Pond made: the two boulevards are given the diag- to the train station. Interestingly, in some ways onal orientation that was used to organize this captures the spirit – albeit at a smaller scale the Station Plaza Concept (#1). This change – of the “Central Park Concept” (#3) in which a allows for two significant improvements: new “central park” greenway was pulled through the redevelopment area to the station. First: It enables Jenny Lind Street to be extended This creates a much richer and more fully inte- directly south into the redevelopment site, creat- grated proposal than the previous versions, because ing the strongest possible connection from the the two boulevards, which were perhaps too simi- station area to the existing street network which is lar in the previous design, are now presented as already anchored by the King’s View apartments. different kinds of experiences: One way to think of it is as the intersection of “town and country” - of the buildings along Jenny Lind Street with Concept an extension of the Furnace Pond Greenway.

Development Program Summary The final proposal attempts to balance residential and com- mercial development as much as possible. As in the previous studies, the overall residential density 1 in the Phase I development is approximately 32 dwelling units per acre or 250 dwelling units, the minimum number of units that the development community felt was viable. Residential buildings

Concept F i n a l 2

Concept 3

20 Final Proposal B ank St.

Jenny Lind Street

. t S

n i a M

Ma pl e A ve.

Land-Use–Phase I Commercial Low Density Residential High Density Residential Institutional Open Space/Park Mixed Use Main Street redevelopment are primarily envisioned as several small apartment building were to occur to replace this build- buildings and, at the edge of this new neighborhood, ing it should be built up to the Maple Street and as attached town homes. At the western edge of the Main Street front property lines with parking in site, along a new cross street, single and two family the rear to enclose the space and provide con- family homes are recommended to allow for a gentle tinuous shop frontage on these busy streets. transition to the smaller scale homes along Flanders Finally, the plan provides a strategic site Road and Ikes Lane. These properties, which will ben- for a new community facility which can be fur- efit directly from the improved physical environment ther defined by the Borough stakeholders at a should be permitted and encouraged to invest in acces- future point in time. It is placed at one of the sory units or so-called “granny flats” along the new lane most visible sites in the plan - at the termi- between their back yards and the new developments. nus of the Jenny Lind Street view corridor and The plan provides for approximately 30,000 square the intersection with the new proposed Station feet of new commercial space, primarily around the Road. Thus, if properly designed it can serve as new Station Plaza and the beginning of Bank Street. a prominent feature of this new neighborhood. This is both in the form of ground floor retail space, and offices located primarily on the upper floors of Connections the buildings proposed for Bank Street, Main Street and around the new Station Plaza. The plan also The Greenway The extension of the greenway identifies potential sites for infill, mixed-use devel- through the site not only creates an amenity opment on Main Street. Buildings such as the Quick for the new development area, but also links Chek property which contain a large blank wall fac- the redevelopment area to a larger circuit in the ing Main Street should be encouraged to provide a downtown. The three major legs of this circuit new entry and windows on the Main Street side, or are: 1) The greenway along the edge of Furnace provide outdoor seating for their customers. If a new Pond, 2) the street trees and pedestrian improve-

Netcong Station Area Design Study 21 B ank St.

Jenny Lind Blvd.

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Ma pl e A ve.

Greenway

ments along Main Street; and 3), the greenway will ensure that these are pedestrian-friendly routes. along the drainage course that runs from the train In addition, several other pedestrian con- station to Furnace Pond. This circuit links sev- nections (beyond the greenway) will help link eral existing and proposed spaces (clockwise): an the station-area redevelopment district to the improved “Station Plaza”, a new open space framed rest of Netcong. The first of these new connec- by the existing industrial buildings that straddle the tions links the two sides of the train tracks along Musconetong River, a proposed amphitheatre-like Route 46. Because the railroad is in a deep cut just space along the edge of Furnace Pond, and the new west of the station, it is possible to build a pedes- park which is already being improved and posi- trian bridge across the tracks. This bridge would tioned as the entry to a Furnace Pond Greenway. have to be approved by NJ Transit and be high This greenway circuit connects to neighboring enough to allow for overhead electrification if that Stanhope, that is also a designated Town Center, should happen at some time. The bridge would and to the larger Morris Canal Greenway thereby be roughly in alignment with Church Street. A connecting downtown Netcong and the redevelop- properly designed pedestrian crossing at Route ment area to neighboring towns and the region. 46 would link the neighborhood south of Route 46 to the station area. A winding path on the hill Other Connections By organizing the site plan north of the tracks would complete the connection around the Jenny Lind Street extension and a new to the station and to the rest of the downtown. diagonal road that connects the Station Plaza to A second major pedestrian connection would Furnace Pond, and by creating a new direct east- provide an additional alternative route from the sta- west connection from Main Street to Flanders tion area to Main Street. It exploits the existing gap Road, there will be a strong vehicular and pedes- between several buildings fronting the west side of trian network between the redevelopment area and Main Street and improves the landscape of left over the existing roadway network. Well-designed and space behind the Main Street buildings. This pedes- defined sidewalks and appropriately scaled roads trian route then continues across Main Street to a

22 Final Proposal B an k S t. Jenny Lind Blvd.

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n i a M M ap le A ve.

Connections reconfigured consolidated parking area behind the site it also gently climbs to the higher elevation buildings on the corner of Main Street and Maple of the proposed Station Road, which provides a Avenue. This provides yet another connection direct connection from Main Street to Flanders between the stores and parking at the new Station Road at the higher elevation of the station. Plaza and the existing Main Street businesses. Main Street The long-term vision for Netcong Response to Topography The orientation of includes context-sensitive support for the exist- the plan is sympathetic to the topography, which ing Main Street. As the old photos illustrate, the has been shaped over time by the diagonal route historic development pattern was that of a tra- of the drainage course which is also lined with ditional small town Main Street – 2 or 3 stories stands of mature trees. This diagonal, once the of apartments over a single story storefront or path of the old railroad spur to the industrial office. There are several locations along Main buildings at Furnace Pond, is the gentlest way Street where this kind of development could to negotiate the change in grade from the station again be recreated. This includes the existing to the pond. The reorientation of the plan takes Quick Check surface parking lot at the corner of advantage of this natural feature as well as the Main Street and Maple Avenue where new build- abandoned old rail spur that runs from the tracks ings should be built out to the existing property to the industrial buildings located near Furnace line with zero set back from the sidewalk. Other Pond. A new, gently curving road (here called sites include both sides of Main Street where one- Park Street) has been proposed which traverses story buildings exist or there are blank walls as the sloping topography downward from the sta- is the case with the Quick Check property. tion area to a lower elevation at the intersection On the west side of Main Street, between Bank with the proposed Jenny Lind Boulevard and then Street and the station parking lot, there are begins to gradually slope upwards to meet Flanders opportunities to create new mixed use build- Road. As Jenny Lind Street is extended into the ings that could open up onto the proposed new

Netcong Station Area Design Study 23 Netcong Station

Station Road (proposed)

Jenny Lind Blvd. (proposed)

Park St. (proposed)

B ank St.

Model Photo: Station Plaza, further enhancing the connec- the traffic associated with station area parking and (looking southeast) tion between the station plaza and Main Street. the significant traffic on Route 46.With the elimina- Road Network All buildings along Main Street should be tion of the traffic circle at this busy intersection and and Topography required to have a visible ground floor retail use the widening of the roadway, circulation should with large shop windows and entryways fac- improve. In addition, the Main Street and Bank ing Main Street. This encourages shopping and Street intersection is very narrow. Stakeholders allows for a pleasant walking experience. Second suggested that Bank Street be converted to a one- and third floor offices and apartments add to way street heading west. The municipality has the vitality of the Main Street area and provide indicated that this will occur. A final traffic and a constant stream of patrons for the businesses engineering study will resolve the exact geom- on Main Street. The character and scale of the etries of the various intersections in the site. buildings should be in keeping with the historic Three new major roads are proposed (for character that defines the rest of Main Street. the purpose of this report, they are given names Finally, a uniform landscaping strategy which ultimately the town will decide on.) and streetscape should be employed to com- plete the greenway circuit describe above.

Parking and Automobile Circulation

New Road Network A new road network throughout the redevel- opment area is designed to ensure that the new developments are sympathetic to the scale and character of the existing Netcong Street and block pattern and that the redevelopment area is completely and intimately integrated with the rest of Netcong. The goal is that when com- plete, the station area redevelopment will feel like a seamless extension of historic Netcong. The connections into the site from the south end of Main Street are presently encumbered by

24 Final Proposal Netcong Station

Main Street

Station Road (proposed)

Jenny Lind Blvd. (proposed)

Park St. (proposed) B ank St.

Jenny Lind St.

Primary Auto Circulation Surface Parking Parking below ground level

Jenny Lind Boulevard: This is the extension development on this side of Bank Street. Again of Jenny Lind Street directly into the site. As sidewalks, street trees, decorative lighting and a described above, this is one of the two impor- range of public amenities should be layered into the tant axes that organize the site plan. Unlike Jenny development to create a sense of place and attrac- Lind Street, north of Bank Street, it is proposed tive downtown setting. as a wide boulevard with a generous, landscaped median. It is meant to be one of the new pub- Park Street:Together with Jenny Lind Boulevard, lic spaces that serve residents as much as it is this is the second of the two major cross streets a new road into the redevelopment area. As it that organize the site. The gentle sweeping curve approaches the drainage course, it narrows to cre- follows the stream and greenway to its intersec- ate a bridge. On-street parking on both sides of the tion with the Lind Street Boulevard before turning wider, boulevard is encouraged to protect pedes- towards Flanders Road. This is the frontage road trians and to allow more places to park in the for the new residential blocks north of the pro- neighborhood. Sidewalks, street trees, decorative posed Station Road. On-street parking is provided. lamp posts, and other pedestrian scaled ameni- There is a sidewalk on the south side of the street ties (benches, plantings) should be required. in front of the new buildings. The sidewalk on the north side winds into and out of the greenway area. Station Road: This is a new through connection Finally, there are several minor north-south from Main Street to Flanders Road. It follows the streets between Station Road and Park Street that abandoned railroad right-of-way, and is essentially create appropriately-sized development parcels. a level road across the high topography of the site. It is meant to provide the most direct access to the station “kiss and ride” area and parking lot. On- street parking is encouraged in front of all new

Netcong Station Area Design Study 25 Parking Strategies Scale and Massing: Most of the buildings can be three stories in height plus a pitched roofline, Almost all of the new streets have on-street par- and in general, no building should exceed this allel parking (especially on the proposed Park height. Except for the commercial buildings, roofs Street and on Jenny Lind Boulevard). Portions should be pitched and can be animated by domes, of Station Road could accommodate diagonal chimneys and over-hanging eaves. In appropriate parking to increase capacity. The key to provid- locations, for example at important intersections, ing adequate parking without building structured buildings can be somewhat higher if setbacks parking decks is to exploit the topography in the provide a transition to a smaller floor plate. In area. From the station area to the lower portions addition, prominent architectural features, such of Bank Street there is a change in grade of about as a corner tower may be used at special locations 20 feet. While much of the area at the bottom of such as at the proposed community center site. Bank Street is roughly level, much of the topo- In keeping with the character of the Village, graphic change takes place just west of the existing there should be variation in the architecture of station parking. This provides the opportunity to the buildings and facades to create an attractive park below the first story of the new buildings in and animated street frontage and landscape. The this area, a strategy that has already been employed redevelopment area should not be monolithic and at the King’s View apartments. This strategy can- some stylistic variation and changes in massing not be applied everywhere, but it can be used can create visual and special interest. Still, some in enough places to create sufficient parking. uniformity in materials and proportions within a Parking is also provided for the new com- range established by design guidelines is desirable. mercial uses and a recommended parking ratio of 5 cars per 1000 square feet of new office space is assumed. Although underutilized at present, the plan preserves the 247 spaces for NJ Transit’s and the Museum’s long-term needs. With NJT there is a total of 600 spaces provided. This includes on-street spaces, and parking underneath the new buildings where the change in grade enables it. This does not include parking for the townhouse units, which can accommodate cars in any number of ways, either on the ground floor or in small garages.

Design

While the Borough of Netcong plans for a vibrant downtown and station area are ambi- tious, the Borough is adamant that any new development should reinforce the scale and character of the existing Village. This sug- gests several things about the new buildings. Parking lots can be landscaped public spaces

Model Photo: The proposed Jenny Lind Boulevard, looking south 26 Final Proposal Netcong Station Area Design Study 27 Model Photo: Station plaza, looking northwest

To the extent that the plan can be thought of Ground Floor Articulation in terms of sub areas, consistent themes should Design of the ground floor of any building is criti- be developed for each. These sub areas include: cal to ensure that the streets and public spaces are The Station Plaza, the Park Road frontage, lively and create pleasant and secure pedestrian the Bank Street frontage, and the buildings, environments. The site plan creates a series of which define the public space of the Jenny Lind blocks that allow for a clear distinction between a Boulevard. Along these frontages for the length front and back/public and private space The public of these streets and for the buildings that front side of these blocks – the frontage and entry walls onto the public spaces, common themes might of the buildings should be onto all streets and pub- include: window size and fenestration; mate- lic spaces. These frontages should be characterized rial/articulation for the first story or base of the by building entrances and, especially large window buildings; design of the eave at the roofline. areas at the ground floor of the commercial build- Building massing and articulation should ings where retail shops face the public right of way. also respond to the corners of important inter- Another important aspect of creating lively sections and gateways into the new streets. The well-defined streets and spaces is to ensure that most important intersection is the intersec- there are only limited discontinuities in the tion of Park Street with Jenny Lind Boulevard. frontages. In this design, the short ends of the Two of the important gateways are the intersec- blocks are continuous. The gap between build- tions of Bank Street and the beginning of Jenny ings on the long side of the blocks is no more Lind Boulevard, and the beginning of Park Street than a minimum side yard requirement. at the Station Plaza. In these locations, the cor- ners of the buildings could have some kind of vertical expression or tower massing, perhaps rein- forced by some change in the roof configuration.

28 Netcong Station Area Design Study 29 IMPLEMENTATION

The preceding Concept Plans and Guidelines 3. Draft and Adopt a State Development and have been provided to assist the Borough of Redevelopment Plan (N.J.S.A. 40A:12A-7(a) Netcong in its redevelopment efforts for the for study area based on the Vision Plan. study area. These guidelines and vision plan give the private development community as well as the A. Revise zoning regulations to establish new property owners in the study area some certainty as land uses, bulk and zoning controls, and cir- to what the municipality is envisioning and should culation patterns as described in this vision help to streamline the development process to some plan for the redevelopment area. The land uses extent. It is important to realize that the full build- should include provisions for mixed-use, tran- out will probably take a considerable amount of sit-oriented development that allows for higher time and perseverance on the part of Netcong, and density residential uses, retail and support ser- require a continued partnership with NJ Transit, vices, professional office space, transit related other government agencies, and the public and pri- facilities, museum, and community facility vate sectors interests. Key to this effort is a well within buildings and parcels in the study area. coordinated Implementation Plan which outlines a series of action steps to realize this long term B. Incorporate detailed design concepts and guide- vision. Included in this plan are critical short term lines as outlined in this report that among other action items that should begin immediately that things, ensures that the bulk, density, open space could enhance the attractiveness of the study area and circulation/parking elements of this Vision and facilitate safe pedestrian access to and from the Plan are adopted into the new redevelopment plan. station area. The implementation of such physical This will ensure the placement of new buildings improvements in turn should encourage increased as well as the recommended architectural charac- pedestrian use of the downtown and station area ter and types of functions that are to be allowed. resulting in more dollars spent downtown. These infrastructure improvements coupled with new C. Incorporate a circulation map which shows transit-oriented development also advance sound all proposed vehicular roadways, pedestrian community planning concepts and further support paths, open spaces, parking lots and build- the idea of a “community of place” as espoused in ing parcels as depicted in Vision Plan. the State Development and Redevelopment Plan. To assist the planning board and govern- 4. Map out development blocks, parcels and pro- ment administrators in overseeing this process, posed open spaces and plaza. Adopt this plan’s it is recommended that an independent Design recommendations into the land use, transportation and Review committee be established at the out- and circulation elements of Netcong’s Master Plan. set, which can help champion this plan through the many approval processes that it will face. Short and Intermediate Term Strategies These individuals should be capable of pro- viding valuable input into the redevelopment 1. Establish a Design Review Committee process, assist in the review of developer pro- to oversee the redevelopment process. posals and grant applications and help in the selection of public amenities (street lamps, furni- 2. Continue dialog with NJ Transit and pri- ture, public art, etc.) for the redevelopment area. vate property owners, who will be impacted by implementation of redevelopment plan. Key Implementation Steps: 3. Work with those property owners located along 1. Planning Board recommends to Borough the eastern shore of Furnace Pond (King’s view, Council the boundaries for the “Area in Need of Quirk, others) who will impacted by the creation of Redevelopment”, including listing of properties. a greenway easement parallel to Pond and River.

2. Borough Council adopts a Municipal 4. Review current zoning ordinance for Main Resolution to officially designate the “Area Street and adjacent neighborhoods to make sure in Need of Redevelopment” - this autho- it enables context-sensitive in-fill development rizes changes to Netcong’s zoning ordinance to restore the historic development pattern:

30 Implementation A. Mixed-use residential/office over retail in (TEA-21). Additional material has been taken from multi-story structures. the USDOT publication: A Summary; Bicycle and Pedestrian Provisions of the Federal-Aid Program. B. Recommended building heights (2- 4 stories) and set-back controls to ensure that new build- This appendix should continue to be viewed as a ings are not set back from front property line “work in progress” to be updated as new sources (“zero lot line”) to maintain continuity of Main are identified. Street frontage. A. Federal and/or State Funded Programs C. Minimum transparency requirements for storefronts to encourage browsing and shop- Technical Studies Program ping. This program provides federal grants for (con- sultant based) planning, engineering, design, and D. Allowance for outdoor café style dining and evaluation of transportation projects, i.e., stud- merchandise displays on sidewalks. ies, not capital improvements or operating costs.

E.Revise parking requirements to ensure that Supportive Task Grants parking lot and curb cuts are not allowed in A portion of funds passed through to the MPO to front of stores and restaurants and are even support MPO planning activities is, by agreement exempted from providing one space per square in the NJTPA passed through to the sub-regions footage as is done in more urban downtown set- (counties) to fund staff planning activities. tings. Allow for on-street metered parking and centralized parking approach for merchants and Transportation Management Associations business owners wherever feasible. In New Jersey, Transportation Management Associations (TMAs) receive substantial fund- Appendix: Available State and Federal Resources ing assistance through the Department of Introduction: Transportation. TMAs have considerable latitude in developing annual work programs to imple- Below is a compilation and brief description of ment Travel Demand Management strategies. TMAs sources of funding which have been or could be have carried out and are encouraged to continue used to fund pedestrian improvements in munici- to develop and undertake work program elements palities in New Jersey. The list is not all inclusive involving the promotion of bicycling and walking, but there has been an attempt to identify all major development of bicycling suitability maps- pro- funding sources that can be utilized to fund bicycle motional efforts aimed at increasing bicycling and and pedestrian planning and project develop- walking, effective cycling presentations, etc. ment activities, as well as funding construction. In some cases these funds may also be used to Local Planning Assistance fund programmatic activities as well. There is This New Jersey Department of Transportation an emphasis on those funding sources that have (NJDOT) program provides funding to retain been utilized in or are unique to New Jersey. consultant assistance for the purpose of foster- Much of the material for the original ver- ing sound transportation planning at the local sion of this paper was taken directly from a level. The Department partners with municipalities Memorandum on Funding Sources for Innovative who desire to develop Access Management Plans, Local Transportation Projects prepared by the local circulation plans and other transportation Tri-State Transportation Campaign, and a paper related improvements. SDRP designated centers on bicycle and pedestrian funding within ISTEA and target neighborhoods under the Governor prepared by the Bicycle Federation of America. s Urban Strategies Initiatives receive priority. Virtually all of the funding sources which were available for bicycle or pedestrian projects or plan- Local Bicycle/Pedestrian Planning Assistance ning under ISTEA have been continued under the The Department of Transportation has retained new Federal transportation funding legislation: the the services of consultant teams with expertise Transportation Equity Act for the 21st Century in pedestrian and bicycle planning. The consul-

Netcong Station Area Design Study 31 tants. are available to provide technical planning include shoulder paving, bicycle safe drainage grates, assistance to counties and municipalities who construction of sidewalks or bikeways, installation wish to develop pedestrian and bicycle local cir- of pedestrian signals, crosswalks or overpasses. culation plans and other related studies. Local Scoping and Local Lead Projects Corridor and Regional Planning Studies (TDM) The Local Scoping program (in the MPOs) pro- Component) vides a set aside of federal (STP) funds directly to The NJDOT Division of Transportation Systems the sub-regions for the advancement of project Planning carries out numerous corridor and proposals through the NEPA process, ultimately regional planning studies to determine trans- making that project eligible for inclusion in the TIP portation needs and develop project proposals (as a Local Lead project). Counties (plus munici- to address those needs. It is the current policy palities partnering with counties) can receive STP of the Division to take a multi-modal approach funds for final design and construction of projects in all planning activities in the Division. that are included in the TIP. Local Lead projects are selected via a competitive selection process. B. Other Sources of Funding Bicycle and pedestrian planning activities and pro- Transportation Enhancements grams can and have been funded through local funds This is probably the best known source of federal budgeted through county and municipal budgets. funds available for pedestrian and bicycle improve- ments. In each state, ten percent of STP funds must Federal Funding Under TEA-21 be allocated to a set of 12 specific types of projects All the major funding programs under TEA-21 known as Transportation Enhancements. Pedestrian include bicycle and pedestrian facilities Applicants and bicycle projects and the conversion of aban- have applied for assistance funds to implement doned railway corridors to trails are two of the 12 streetscape amenities, traffic calming, historic res- project types. Other project types, including land- toration, bicycle lockers, and greenways to name scaping/scenic beautification, rehabilitation and a few categories. This is a highly competitive operation of historic transportation facilities, such program, grants have made on the basis of link- as canals, tow paths, bridges, viaducts, may directly ing the improvements to a transportation facility benefit or provide for bicycle and pedestrian needs. such as a train station. Applications are made to NJDOT on an annual basis and reviewed by Hazard Elimination Program representatives from several State Agencies. Another STP program set aside, 10% of the STP program is to be used to fund Safety proj- National Highway System (NHS) ects. Funding is provided for safety oriented NHS funding-for project on NHS roadways- can improvements. This often involves some sort be used for bicycle and pedestrian improve- of intersection modification such as resurfac- ments on or on land adjacent to any highway ing with a skid resistant pavement surface. on the NHS system, including Interstate high- ways. This includes incidental improvements Congestion Mitigation and Air Quality (CMAQ) within larger projects which enable bicycle com- In New Jersey, for FY97, the NJDOT initiated patibility (e.g. paved shoulders, bicycle safe approximately a dozen independent bicycle and drainage grates, etc.), designated bicycle facilities pedestrian projects utilizing CMAQ funding. Later (i.e. bikeways: signed routes, bike lanes, paths), phases of the projects were funded with STP funds. and pedestrian accommodations such as side- walks, signals, overpasses, crosswalks, etc. National Recreational Trails Fund (Symms Trails System Act) Surface Transportation Program (STP) Funds An annual sum is apportioned to the states for A broadly defined program giving states wide use in developing trails related projects many flexibility to invest in a wide variety of of which benefit bicyclists and pedestrians. transportation activities. Bicycle and Pedestrian facilities and walkways are specifically listed as eli- Scenic Byways gible activities under this program. Projects could A small grant program under which pedestrian

32 Implementation projects may be funded if they are in fulfillment • landscaping/beautification of transportation of a management plan for a designated scenic related facilities (streetscape improvements) byway. Designation of the scenic byway must • rehabilitation of transportation structures be in accordance with a Scenic Byways program developed and adopted by the state. Benefits of County Aid Program adoption as a Scenic Byway under the Program This program provides funding to counties for could include direct funding of projects. transportation projects. Projects may include improvements to public roads and bridges under Section 402 Safety Funds county jurisdiction, public transportation or other Funds administered by National Highway Traffic transportation related work. Independent pedes- Safety Administration (NHTSA) to be spent on trian and bicycle projects can be funded under the non-construction activities to improve the safety county aid program, however few independent of the traveling public. Pedestrian and bicy- pedestrian and bicycle projects have been funded. cle projects are on the NHTSA priority list. As “state funded” projects, all projects funded under county aid program are subject Federal Transit Administration Funds to the NJDOT policy that requires that all “... Title 49 U.S.C. (As amended by TEA-21) allows bicycle and pedestrian traffic should be incorpo- the Urbanized Area Formula Grants, Capital rated into the planning, design, construction and Investment Grants and Loans, and Formula operation of all projects and programs funded or Program/or Other than Urbanized Area transit processed by the NJDOT.” The Department of funds to be used for improving bicycle and pedes- Transportation will continue efforts to encour- trian access to transit facilities and vehicles. age counties to comply with this policy mandate.

Federal Community Development Municipal Aid Program Block Grant (CDBG) Program The Municipal Aid Program provides fund- Federal block grant funding from the Department ing to municipalities for transportation of Housing and Urban Development can and projects. All 566 municipalities may apply. has been used to fund pedestrian improve- Projects may be improvements to public roads ments. Projects must occur in an eligible and bridges under municipal jurisdiction. low or moderate income areas (as defined by HUD) or benefit special needs groups. Discretionary Aid Program The Discretionary Aid Program provides funding C. Other State Funding to address emergency or regional needs throughout the state. Any county or municipality may apply Local Aid for Centers of Place at any time. These projects are approved at the dis- A New Jersey Department of Transportation fund- cretion of the Commissioner. As “state funded” ing program designed to assist municipalities who projects, all projects funded under the discretionary have formally participated in implementation of the aid program are subject to NJDOT policy which New Jersey State Development and Redevelopment requires that all “...bicycle and pedestrian traffic Plan (SDRP). The program provides the opportu- should be incorporated into the planning, design, nity to apply for funds to support non-traditional construction and operation of all projects and pro- transportation improvements that advance munici- grams funded or processed by the NJDOT.” pal growth management objectives as outlined in the action planning agenda of the municipality. Locally Initiated Bicycle Projects Participation of municipalities in the SDRP This is a new program for FY2000 which pro- ensures eligibility to compete for funds in the vides funds for municipalities and counties for program. Typical projects include: the construction of bicycle projects. These could include roadway improvements which enable • pedestrian and bicycle improvements a roadway or street to safely accommodate • adaptive reuse of abandoned railway cor- bicycle traffic, or designated bikeways (signed ridors (pedestrian and bicycle trails) bike routes bike lanes or multi-use trails). • scenic or historic transportation improvements

Netcong Station Area Design Study 33 Locally Initiated Pedestrian Projects capital for the State’s business community with This is a new program for FY2000 which an emphasis on small and middle size businesses provides funds for municipalities and coun- and not-for-profit organizations. Also offered ties for the construction of pedestrian is a full range of real estate development services access and safety improvements. to stimulate both private and public develop- ment projects, particularly in urban areas.

New Jersey Department of Transportation New Jersey Department of Environmental Protection Local Planning Assistance to help communities Two new tree planning and care grants are cur- create Access Management Plans, local circu- rently available through the New Jersey lation plans and other transportation plans. Community Forestry Program, with continu- ing funding for a third grant. Under the New Local Bicycle / Pedestrian Planning Jersey Tree Planting Grant, the Community Assistance: consultant technical assis- Stewardship Incentive Program and the Green tance to help communities develop plans to Communities Grant, funds can either be awarded enhance bicycle and pedestrian safety. to support municipal tree planting plans or to provide funds for a county or municipality to Corridor and Regional Planning Studies: hire an outside firm to assist in the production involving state roads to help communi- of a community forestry management plan. ties determine transportation needs and develop proposals to address these needs. D. County or Municipal Capital (Public Works) Funding Local Aid for Centers of Place: to help com- County or Municipal funding can be used to fund munities who have participated in the State pedestrian improvements, sidewalks, trails, cross- Development and Redevelopment Plan process. walks signals, traffic calming, etc, on rights of way under county or municipal jurisdiction by includ- Locally Initiated Pedestrian Projects: ing the project in the municipal (or county) budget, offers funding to communities and coun- or bonding for it just as they are used to fund ties to enhance pedestrian access and safety the construction and rehabilitation of roadway ($4.7 million was available for FY 2000). improvements for cars. Pedestrian improve- ments can be fully or partially assessed against Locally Initiated Bicycle Projects: offers the property owners along whose frontage the funding to communities and counties to improvement (ordinarily a sidewalk) is placed. enhance bicycle access and safety ($4.7 mil- As with other categories of funding, bicycle lion was available for FY 2000). and pedestrian improvements may be incidental to (a part of) larger, roadway projects; or they can be County Aid, Municipal Aid, and Discretionary independent, i.e. solely to address pedestrian needs. Programs: provides funding to communi- Even small amounts of funding in county ties and counties for improvement of roads, or municipal sources can be very important bridges, public transportation, inciden- since they may be used to leverage or show local tal bicycle and pedestrian improvements. commitment in applications for other funding sources (e.g. TE, Local Aid for Centers, etc.). Department of Community Affairs Office of State Planning: $3 million in “Smart Special Assessment Districts Growth” Planning grants is available each fiscal year Another form of municipal funding is through the to help communities plan for their growth based on creation of a local Special Assessment District. The the State Development and Redevelopment Plan. Borough of Fair Lawn (for example) established a Special Improvement District in which assessments New Jersey Economic Development Authority are made on those seeking to develop or improve The EDA creates public/ private partnerships to property. The Borough provided $100.000 in match- bridge financing gaps and to increase access to ing funds. The funding is used for infrastructure

34 Implementation improvements including pedestrian improve- ments within the district. Here, also, funding can be used to leverage or show local commit- ment in applications for other funding sources.

Transportation Development Districts (TDD) A joint state/county program in New Jersey in which transportation improvements within a defined growth area are funded through a combination of public funding and devel- oper contributions (for new developments) within the district. Theoretically, indepen- dent pedestrian improvements can be included in the infrastructure improvement plan devel- oped through a joint planning process for the district, and funded through the TDD.

Green Acres State Green Acres grants and loans can and have been used to fund pedestrian projects such as multi use trails and trail head facilities. Funding for state, county and local governments (and non-profit acquisition only with a 50% match) is available for land acquisition and facilities development. The source of these funds are state bond issues. The program is administered by the Green Acres Office m the Department of Environmental Protection.

Developer Provided Facilities The current Residential Site Improvement Standards currently in effect in New Jersey require new residential developments to include sidewalks. Other municipal and state zoning or access code regulations have been used to require developers to provide both on site and off site improve- ments to benefit bicycle and pedestrian traffic.

Netcong Station Area Design Study 35 4 Irving Place Two Landmark Square 94 Church Street 7th floor Suite 108 Suite 401 New York, NY 10003 Stamford, CT 06901 New Brunswick, NJ 08901 212.253.2727 203.356.0390 732.828.9945

Regional Plan Association (RPA) is an inde- ness, and government sectors to take action. pendent regional planning organization that RPA's current work is aimed largely at imple- improves the quality of life and the economic com- menting the ideas put forth in the Third Regional petitiveness of the 31-county New York-New Plan, with efforts focused in five project areas: Jersey-Connecticut region through research, plan- community design, open space, transporta- ning, and advocacy. Since 1922, RPA has been tion, workforce and the economy, and housing. shaping transportation systems, protecting open For more information about Regional Plan spaces, and promoting better community design Association, please visit our website, www.rpa.org. for the region's continued growth. We anticipate the challenges the region will face in the years to come, and we mobilize the region's civic, busi-

BOARD OF DIRECTORS

Chairman Robert F. Arning Joseph J. Maraziti, Jr. Peter W. Herman Hillary M. Ballon John L. McGoldrick Vice Chairman and Charles A. Bauer The Very Reverend James Co-Chairman, New Jersey Laurie Beckelman Parks Morton Christopher J. Daggett Stephen R. Beckwith Peter H. Nachtwey Edward J. Blakely Jan Nicholson Vice Chairman and J. Max Bond, Jr. James S. Polshek Co-Chairman, New Jersey Roscoe C. Brown, Jr. Richard Ravitch Hon. James J. Florio Richard J. Carbone Gregg Rechler Vice Chairman and Edward T. Cloonan Robert N. Rich Co-Chairman, Connecticut Tina Cohoe Mark F. Rockefeller John S. Griswold, Jr. Jill M. Considine Elizabeth Barlow Rogers Michael R. Cowan Janette Sadik-Khan Vice Chairman and Paul A. Crotty Stevan A. Sandberg Co-Chairman, Connecticut Alfred A. DelliBovi H. Claude Shostal Matthew S. Kissner Nancy R. Douzinas Susan L. Solomon Vice Chairman and Barbara J. Fife Luther Tai Co-Chairman, Long Island Michael Golden Karen E. Wagner David J. Manning Arthur E. Imperatore, Jr. Mary Ann Werner Kenneth T. Jackson Paul T. Williams Jr. Vice Chairman and Ira H. Jolles William M. Yaro Co-Chairman, Long Island Richard A. Kahan Robert A. Scott Richard D. Kaplan President Shirley Strum Kenny Robert D. Yaro Susan S. Lederman Treasurer Richard C. Leone Brendan J. Dugan Charles J. Maikish